Supply and exhaust controlling mechanism.



E. J. BRING.

SUPPLY AND EXHAUST CONTROLLING MECHANISM.

APPLICATION FILED AUG. l0, 1914.

Patented Apr. 25, 1916.

4 SHEETSS HEET I- Q q) tcaao his c E. J. BRING. SUPPLY AND EXHAUST CONTROLLING MECHANISM.

APPLICATION FILED AUG- 10. I914 Patented Apr. 25, 1916.

4 SHEETSSHEIET 2.

E. J. BRING.

- SUPPLY AND EXHAUST CONTROLLING MECHANISM.

APPLICATION FILEID AUG. 10, 1914.

Patented Apr. 25,1916.

4 SHEETSSHEET 3- E J. BRING.

SUPPLY AND EXHAUST CONTROLLING MECHANISM.

APPLlCATlON FILED AuG.10. 1914.

'1.,1@U,37%. Patented Apr. 25, 1916. I

4 SHEETSSHEET 4.

I AKI w I at foz ma 1 EINAR J. BRING, OF FRANKLIN, PENNSYLVANIA.

SUPPLY AND EXHAUST CONTROLLING MECHANISM.

ie er i.

Specification of Letters Patent.

Patented Apr. 25, 1 316..

Application filed August 10, 1914. Serial No. 855,935.

To all whom it may concern: v

Be it known that I, EINAR J. BRING, a citizen of the United States, residing at Franklin, in the county of Venangoand State of Pennsylvania, have invented certain new and useful Improvements in Supply and Exhaust Controlling Mechanism, of which the following is a specification.

My present invention relates to improve ments in valve mechanism for the control of supply and exhaust, and has particular relation to the construction of the valve and its relation to the parts with which it cooperates, being a specific embodiment of the general invention set forth in my companion application filed January 24, 1912, Serial No. 673,070.

The invention generally is applicable for use in connection with various types of apparatus, such as internal combustion engines or motors, air compressors, etc., being particularly adapted for use in connection with internal combustion motors of the two or four cycletypes, and the invention of the present application is disclosed in connection with that type based on the four cycle operation. The broad invention of the companion. application, as applied to this specific type of motor, is that of the use of a slidable valve for controlling the inlet and exhaust to and from a working cylinder, the valve traveling in an independent cylinder permanently open to the working cylinder. The valve is given a combined reciprocating and oscillating movement, these movements combining to control the inlet and exhaust apydication is intended to provide the lowcost of the puppet valve type construction and at the same time provide for the silence of the slide valve type, the present invention combining the advantages of the earlier arrangement with the reduction to the minimum of the effects of expansion and contraction in operation. A

To these and other ends, the nature of which will be readily understood as the invention is hereinafter-set forth, said invention consists in the improved construction and combination of parts, hereinafter fully. described, illustrated in the accompanying drawings, and more particularly pointed out in the appendedclaims.

1 In the accompanying drawings, in which similar reference characters indicate similar parts in each of the views, Figure 1 is a vertical sectional View taken through the valve casing of a four-cylinder motor, the valve being shown in elevation, the view also showin the. valve crank-shaft; Fig. 2 is a view of the valvesand crank shaft of Fig. 1, looking from the bottom of said figure; Fig. 3 1s a vertical sectional view taken on line Ill-J11 of Fig. 1 showing the valve and working piston in elevation; Fig. 4 is a fragmentary sectional view taken on line IVTV of Fig. 2; Fig. 5 is a sectional view taken on line VV of Fig. 1, showing the arrangement of the exhaust ports and the explosion cylinder; Fig. 6 is a similar view taken on line VIV][ of Fig. 1, showing the arrangement of the inlet or feed ports; F ig. 7 is an elevation of one of the valves shown in the preceding figures; Fig. 8 is a similar view taken at right angles to Fig. 7; Fig. 9 is a fragmentary sectional view taken vertically through the upper end of the valve; Fig. 10 is a fragmentary elevation of the inlet portion of the valve, taken at a diiferent position from Figs. 7 and 8; Fig. 11 is a bottom plan view of the valve; Fig. 12 is a top plan view of the member which cooperates with the valve to form the bearing connection with thecrank-shaft; Fig. 13 is a-side elevation of the same; Figs. 14 and 15 are plan and side elevation, respectively, of the members which are mounted within the bearing connections; Fig. 16 is a view in elevation of a preferred form of the valve; Fig. 17 is a view, partly in section and partly in elevation, taken at right angles to Fig. 16; Figs. 18 and 19 are cross sections taken on the lines 1818 and 19 19, respectively, of Fig. 17; Fig. 20 is a detail sectional view showing a difierent arrangement or addition to the valve of Fig. 7 Fig. 21 is a similar view with a different arrangement of valve; and Fig. is a cross-section taken on line 22-22 of Figs. 20 and 21,

. The construction shown in Figs. 1 to 6 in- ,dicates generally the arrangement of the companion application in commercial form, the casing being indicated at 30, having working or explosion cylinders 31, and valve cylinders 32, the cylinder 31 having the working piston 33 connected to the main crank-shaft. The cylinders 31. and 32 are connected by a permanently open port forming part of the compression and explosion chamber 34." The usual appurtenances, such as caps, etc., spark plug 35, etc., are em ployed. Each valve cylinder is provided with one or more exhaust ports 36, these being located below the plane of the port 34, the ports 36 leading to an exhaust pipe 37 common to the cylinders, the'manifold being provided with vanes 38 which overlap for the purpose of guiding the exhaust from the cylinders 'in a manner to prevent interference with the operations of other cylinders. Each valve cylinder. is also provided with one or more intake ports 39, these ports being located below the exhaust ports 36. Figs. 1, 3, 5

a and 6 show a preferred way of forming the casing so as to provide proper locations of' the various ports. In Fi 6 the intake ports are' shown as open to t e intake manifold 40, the latter being connected to the carbureter (not shown) through a port 41.

The general valve structure is shown in Figs. 7 to 19, two general types being shown, this structure forming what may be termed a valve piston, indicated at 42, being of suitable length, Fig. 3 showing, by comparison, the length compared with that of the power piston in a motor of one type. A simple form of the valve is shown in Figs. 7 to 15. As shown in Fig. 9, the valve is formed hollow and permanently open at its upper end, thus enabling permanent communication with port or chamber 34, the valve being provided with one or more lateral ports (two being shown in thedrawings) leading to the surface of the valve, these ports, indicated at 43, being positioned to cooperate with ports 39 at properly timed intervals. A baffle 44 is preferably employed in connection with the ports 43 for the purpose of leading the fluid toward the open mouth of 'the valve in an efficient manner. As shown, two ports 43 are preferably employed, these 2 tive shapes providing for proper feeding of the motor fluid.

The lower portion .ofthe valve may be ably having lugs 46, said foot, with a complemental member 47, having lugs 47, forming a s ace within which are seated a pair of bearings 48, these bearings being'mounted on the crank 49 -of the valve crank-shaft 49; the lugs 46 and 47 being secured together in suitable manner.

The crank-shaft 49 is mounted in suitable bearings in the casing and is operatively connected with the main crank-shaft by suitable connections; where a four-cycle operation is desired, it is preferred to employ a two-to-one speed ratio between the two crank-shafts. The cranks 49 are offset as shown in Figs. 1, 2 and 3, the rotating movements of the cranks providing a reciprocating motion to the valves. By reason, however, of the use of the shank or foot 46, the valves are also given an oscillating movement, the motion of the valve being a resultant of the two movements. This oscillating movement will be readily understood from an inspection of Fig. 2, wherein the two intermediate valves are shown with their feet extending in directions approximately right angular to each other; as the crank rotates,

the bearing will be swung from one position ment causes the bearing to travel lengthwise of the crank with a constantly shifting movement, thus providing for equal wear of the connections and cranks, this being one of the advantages of the present arrangement.

Another feature of this Particular arrangement of great importance, is the effect of wear on the valve. As will be seen, the bearing on the crank-shaft is offset with respect to the valve axis; consequently, the rotation of the crank-shaft not only rec1prorates the valve in its cylinder, but the reciprocation is such as to tend to cant the valve, although the canting effect is small. This tendency. will be clear from Figs. 1. 2 and 3, where the valve at the left in Fig. 1 has the pulling effect of the downward travel tending to cant the valve in one direction, while the pushing effect of the upward movement tends to cant it in the opposite direction, due to the offset relation. This effect ma am tends to restrict the wear to the ends of the valve, leaving the portion adjacent the ports 43 substantially unaiiected by wear, or at least having the wear effect at this point so small as to be negligible; if desired packing rings may be employed at the ends of the valve, making repairs a matter of simplicity, but even these are not required except after extended use. Figs. 7 and 8 show one way in which the valve may be formed to dispense with packing rings, the valve being kerfed at its end and having peripheral grooves, thus enabling this particular portion of the valve to expand and contract more readily.

It will be seen that while the length of the offset of the shank or foot 46 is sufficient to provide the oscillating movements to the valve, the bearing members overlap the bottom of the valve, so that pressure on the upper end of the valve is transmitted directly to the valve crank-shaft, thereby decreasing liability of breakage of the shank or foot in use. This also is advantageous in the operation of the motor where the timing is ,such that during the explosion stroke both pistons travel downwardly so that the force of the explosion is exerted on both crank-shafts, the result being that the valve acts as a supplemental piston to aid the Working piston in driving the motor.

\Vhile the general form shown in Figs. 7 to 15 is so designed as to provide a minimum effect of contraction and expansion, the con tinuous operation of the motor may have some effect in this respect, regardless of the fact that eachexhaust action is followed by the intake of the cool fluid which flushes the interior of the valve in passing to the compression chamber-,this flushing action tending to prevent heating of the valve to materially expand it and thus tend to bind it in its cylinder. To avoid this latter effect, and to practically neutralize the effect, I preferably'form the valve as shown in Figs. 16 to 19, in which the piston is shown as formed in two parts, the outer. indicated at 50,. being the part which is in contact with the cylinder, said part being cored to permit the insertion of an inner member 51 which corresponds to the inner face of the structure of Fig. 7, this inner member being slightly smaller in diameter than the inner diameter of the outer member. and being threaded thereto at its lower end. as at 52, the inner member 51. when screwed down. making a tight joint at 51. in this form the kerf of the outer member extends through the major portion of its length. as shown in Fig. 17.

The inlet ports 43. in the preferred form. extend through both members and are located above the ballle 44, the portion below the ballle being -irct'erably hollow. as shown. If desired, the lower portion of the valve may have the holes 45, as in Fig. 8, or the packing member has its peripheryslightly tapered inwardly from the end to ward the packing member, so that said portion must be sprung into the cylinder, this springing action being permitted by the kerf 50 The inner wall of this portion of the member may be straight or tapered, as desired, the inner member 51, however, having its periphery correspondinglyshaped, but of sufficiently smaller diameter as to provide the slight clearance (indicated at 50) between the members, this clearance being sufficient to permit maximum expansion of the inner member independent of the outer member, but insuliicient to permit equalizing of pressure therein, with the pressure inside of the inner member when the motor is operating at working speeds, the length of time during which the working pressure of the compression and expansion portion of the cycle is operative being so short as to prohibit sut'ficient leakage into the clearance to even approach such equalization. As a re sult, theinner member (which is imperforate with the exception of the ports 43) takes care of the pressures therein without transmitting any material pressure to the outer member, leaving the latter tree to operate in itscylinder substantially free. of

pressure excepting such as may be provided by the resiliency due to'being sprung into position. When, however, the motor ceases operation, sullicient leakage into the clearance 50 takes place with the result that the outer member isadditionally subjected to the compression pressure, so that it will be more firmly held against the cylinder bore and thus maintain the compression of the motor, ready for starting the motor by igniting the charge. Furthermore. in view of the fact that the outer periphery of the member is in practically perfect contact with the cylinder bore, causing 'maximum extraction of heat by the water acket through the cylinder walls, and the presence of the clearance 50 which is too small to permit flame 'n'opagation, the heating of the inner member becomes relatively unimportant to 1 affect the operation of the outer member and its lubrication. As the heating action is confined mostly to the inner member, it will be understood that expansion and contraction of the valve, as an entirety, is ineffective to cause binding of the valve or' similar actions-which would affect its proper. operation.

In the form shown, the exhaust is over the upper end of the valve, it taking place when the end reaches the exhaust ports during the cycle of operations, thus tending to restrict the heating of the valve by the passage of the exhaust gases through the walls of the valve, the hollow portion simply forming a pocket instead of a channel for the exhaustlgases, However, if desired, exhaust ports which may extend to the upper edge of the valve may be employed, thus permitting of a change in the timing relation between the pistons, such an arrangement being shown in Fig. 21, the passageway being so close to the upper end of the valve that no material increase of heating will result. V V 7 If desired, the valve may be provided with a supplemental piston, as shown in Figs. 20 and '21, the piston being permanently posi tioned above the port 34 and adapted to travel in a supplemental cylinder, the latter being indicated at 55, the piston therein, at

56, the piston being connected to the valve by suitable means, such as websv 57. This arrangement not only tends to equalize the explosion and compression pressures on the valvebut also permits of simplicity in the use of packing features.

The cycle of operations is as shown in the companion application, the particular motion of the valve causing its intake ports to registerwith the intake ports of the cylinder at the proper time and then describe a path elliptical in form, thus placing the ports in registration during the upward stroke of the valve and moved a maximumdistance from registration when on the same cross-sectional plane during the downward stroke, enabling the valve to operate with a stroke of minimum length and yet provide for efficient preventage of leakage. This latter effect is increased by the canting effect referredto, the wear being mainly at the ends of the valve, leaving that portionin the vicinity of the intake least affected by'such wear. Inasmuch as the length of the valve provides for extending surface contact with the cylinder, this wear at theends is reduced; as such ends are spaced from the point where it is essential that leakage be prevented (adjacent the intake ports), the use of packing features, when necessary, is readily had without affecting the general operation.

As heretofore pointed out, the motion of the valve is the resultant of the combined reciprocating and oscillating movements. thus causing the port 43 to describe a path elliptical. This not only provides for bringing the intake ports into and out of registration with a comparatively short range of movement axially, but also tends to provide equal wear of the valve through the twist-like motion of the valve in its cylinder. Furthermore, the fact that the bearings 46 also have a movement lengthwise of the crank 49, there is provided a similar equalization in wear of these parts.

All of the moving parts of the valve motion are in constant motion, these moving parts being the valve itself in its cylinder and the bearings 48 on the crank 19; obviously these movements are silent, thus producing all of the advantages of the slide valve type in this respect, the particular arrangement, however, enabling lubrication to be provided in a simple manner. Furthermore, there is no lost or intermittent motion such as is provided in the'puppet-valve type, and being of fewer moving parts, the losses due to operation are reduced to a minimum, thus providing for greater efficiency. In ad dition, the construction is such as to enable the parts to be formed with a minimum amount of machine work in manufacture, thus reducing initial costs, and since warping, etc., is practically eliminated, the cost of maintenance is reduced to a minimum, with little or no liability of breakage of parts.-

When I have herein shown and described several ways in which my invention may be carried into effect, it will be readily understood that the same is susceptible of various modifications and changes to meet the exigencies of use, and I desire to be understood as reserving the right to make any and all Y changes or modifications for such purposes,

in so far as the same may fall within the spirit and scope of the invention as expressed in the accompanying claims.

Having thus described my invention, what I claim as new is:

'1. In combination, a chamber having intake and exhaust ports, a piston therein movable to control said ports, a crank-shaft rotatable opposite an end of the piston in a path, intersecting the plane of the piston axis, and a single connection between said shaft and the piston to provide combined reciprocating and oscillating movements to the piston during rotation of the shaft, said connection being rigid with the piston, and having a bearing on said shaft, said bearing being located to partially underlie the piston, whereby pressure on the piston will be exerted directly on the shaft.

In an internal combustion motor and in combination, a piston chamber, a piston therein, and a supplemental piston for controlling the intake and exhaust to and from said chamber. said supplemental piston ha ving a passageway therethrough adapted to communicate with the intake port. said passageway extending longitudimilly of the piston and being permanently open to the cylma am inder, said supplemental piston also carrying means to balance the longitudinal pressures therein.

3. In an internal combustion motor and in combination, a piston chamber, a piston thereon, and a supplemental piston for con trolling the intake and exhaust to and from said chamber, said supplemental piston hav ing a passageway therethrough adapted to communicate with thefintake port, said passageway extending longitudinally .of the piston and being permanently open to the cylinder, said supplemental piston having an exhaust port adjacent its open end, said exhaust port'extending to said passageway.

4.. In controlling mechanism,'a chamber having intake and exhaust ports, a slidable element therein adapted to act as a valve to control said ports, said element having an open end and an internal channel leading to said open end, said channel having its entrance surface exposed approximately midway of the length of the element and adapted to intermittently register with the intake port, a crank-shaft, and a crank-arm connecting the shaft and element to cause rotation of the shaft to impart a combined reciprocating and oscillating movement to the element, the entrance end of the channel curving toward the open end of the element.

In combinatioma chamber having intake and exhaust ports, a piston movable therein to control said ports, a rotating crank shaft beyond the end of and movable to intersectthe plane of the piston axis, and means between the piston and crank shaft to translate the rotating movements of the latter into combined reciprocating and oscillating movements of the former, said means including an arm rigid with the piston, and

a member adapted to cooperate with said arm to provide a crank-connectingportion.

6. In combination, a chamber having intake and exhaust ports, a piston movable therein to control said ports, a rotating crank shaft beyond the end of and movable to intersect the plane of the piston axis, and means between the piston and crank-shaft to translate the rotating movements "of the latter into combined reciprocating and oscillating movements of the former, said means including an arm rigid with the piston, a

- member adapted to c06perate with said arm to provide a bearing seat, and a bearing seated therein and carried by the shaft.

7. In combination, a chamber having intake and exhaust ports, a piston movable therein to control said ports, a rotating crank shaft, and means between the piston and crank shaft to translate the rotating movements of the latter into combined reciprocating and oscillating movements of the former, said means including an arm rigid with the piston and having lugs, a member having complemental lugs and adapted to cooperate with the arm to provide a bearing seat, and a bearing carried by the shaft and positioned within said seat, said lugs being positioned outside of the bearing.

8.In an internal combustion motor and in combination, a combustion chamber, intake and exhaust ports therefor, and a valve for controlling said ports, said valve comprising telescoped members, with the inner member carrying a pocket permanently open to the combustion chamber, said members having an intake port leading to said pocket.

9. In an internal combustion motor, and in combination, a combustion chamber, intake and exhaust ports therefor, a slidable valve for controlling said ports andvcomprising-telescoped members relatively posimember carrying a pocket permanently open to the combustion chamber, said members being connected together beyond the pocket to have individual expansion and contraction effects.

12. In an internal combustion motor and in combination, a combustion chamber, intake and exhaust ports therefor, and a. slidable valve for controlling said ports, said valve having a pocket of fixed length permanently open to the combustion chamber and having an intake port leading to said pocket.

13. In an internal combustion motor and in combination, a combustion chamber, intake and exhaust ports therefor, and :1 slidable valve for controlling said ports, said valve having a pocket of fixed length 115 leading inwardly from an end thereof and permanently open to the combustion chamber and having an intake port leading to said. pocket,

14:. In an internal combustion motor and a in combination, a combustion chamber, intake and exhaust ports therefor, and a slidable valve for controlling said ports, said valve having a pocket extending inwardly from an end thereof and perma- 125 nently open to the combustion chamber, with an intake port leading to said pocket; said valve being kerfed longitudinally from said end.

15, In an internal combustion motor and no 1 in combination, acombustion chamber, in-

in combination, a Combustion chamber, in-

take andexhaust ports therefor, and a slidable valve for controlling said ports and,

comprising telescoped members connected together, the outer member belng kerfed longitudinally from one end, the inner member having a pocket leading inwardly from the take and exhaust ports therefor, and a slidable valve for controlling said ports, said valve comprising telescoped members connected with an intervening clearance sufficient to permit maximum expansion of the inner member independent of the outer member but insufiicient to permit equalizing of pressure therein with the pressure within the inner member when the motor is operating at working speeds.

18. In an internal combustion motor and in combinatioma combustion chamber, intake and exhaust ports therefor, and a slidable valve for controlling said ports, said valve comprising telescoped members con-' nected with an intervening clearance sufficient to permit maximum expansion of the inner member independent of the' outer member but insuflicient to permit equalizing of pressure there1n,w1th the pressure w thin the inner member when the motor is operating at working speeds, cessation of motor operation providing pressure between the clearance and the inner member to produce compression pressure on the outer member and maintain the compression in the combustion chamber.

19. In an internal combustion motor and in combination, a combustion chamber, intake and exhaust ports therefor, and a slidable valve for controlling said ports', said valve comprising telescoped members connected with an intervening clearance sufficient to permit maximum expansion of the inner member independent of the outer member, said outer member being initially tapered inwardly from one end on its outer periphery and having a longitudinal kerf to permit insertion into its cylinder.

In testimony whereof I have afiixed my signature in presence of two witnesses.

EINAR J. BRING.

' Witnesses:

HORACE G. SErrz, F. E. GAITHER. 

